Browse By

COLREG in easy language (Rule 10)

Rule 10 Traffic separation schemes  (a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other Rule. Nothing in Rule 10 is saying that sailing in a lane of a Traffic Separation

COLREG In Easy Language (Rule 2,5,7 & 8)

Collisions are among the most high profile of all maritime accidents. The number of collisions and their cost (personal and financial) has increased in recent years and “human error” seems to be the only common factor. Collisions should not happen but they do; sometimes with

Emergency wreck marking buoy

Emergency wreck marking buoy • IALA has introduced on trial basis. • For temporary response. • Typically to be used for first 24‐72 hrs. • Deployment to be promulgated through usual maritime safety information system. • Designed to provide a prominent aid to navigation. •

ECDIS

General ECDIS allows for monitoring of a ship’s position in real-time throughout the voyage and integrates information from GPS, Gyro, Radar, ARPA, AIS and other navigational equipments into a single display. It has several advantages over paper charts as listed below; Continuous route monitoring Continuous

Grain Code ‐ How to do strapping and lasing?

Shifting Board a) Longitudinal divisions (called shifting board), which must be grain tight may be fitted in both “filled” and “partly filled compartments”. b) In “filled compartments, they must extend downwards from the underside of the deck or hatch covers, to a distance below the

ECDIS Contour Setting depth

Safety Contour = Dynamic draft + Minimum Net UKC requirement – Height of tide Shallow Contour = One Contour less than Safety Contour 1. Why Height of Tide is being subtracted from the Safety Contour depth?   Why it is not added, as we do for

Gas Equipments

Gas Equipment The Catalytic Filament Combustible Gas (CFCG) Indicator is used for measuring hydrocarbon gas in air at concentrations below the lower flammable limit (LFL). The scale is graduated in % LFL. A CFCG Indicator must not be used for measuring hydrocarbon gas in inert

Girting of Tug

Girthing It is the capsizing moment of the tug due to the sudden movement of ships. The line is usually secured very near to the center of flotation and for this reason the tug is liable to be girded. This phenomenon is known variously as

Manoeuvring Booklet

Contents 1 General description Ship’s particulars Characteristics of Main Engine(s) 2 Manoeuvring characteristics in deep water Course change performance Turning circles in deep water Accelerating turn Yaw checking tests Man-overboard and parallel course manoeuvring Lateral thruster capabilities 3 Stopping and speed control characteristics in deep water